Automatic braking system.



No. 886,460. PATENTED MAY 5, 1908.

` B. AIKMAN. AUTOMATG BRAKING SYSTEM.

Y* APPLICATION FILED 00T. 15, 1906.

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Wk .Y Am ,.5 *Tim E a E E .m w m No. 886,460. v PTENTED MAY 5, i508. I

B. AIKMAN.

AUTOMATIC BRAKING SYSTEM.

APPLICATION FILED 00T. l5, 1906.

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MMM Eil No. 886,460. PATENTED MAY 5, 190s.

B. AIKMAN.

AUTOMATIC. BRAKXNG SYSTEM.

APPLICATION FILED 0GT.15, 1906.

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BERT AIxuAN, or OHIOAGO, ILLINOIS, AssIGNoa To NATIONAL BRAKE AND'ELECTEI'CYOM- PANY, OF MILWAUKEE, WISCONSIN, A CORPORATION oE W IsOoNs IN.

' AUTOMATIC BEARING SYSTEM'.

Specification of Letters Patent.

Application led October 15, 1906. Serial No. 338,93Q, ,3

and exact description, reference being had to the accompanying drawings, forming apart| of this specification.

' of Operation resultant upon use of such valve i in air brake systems@ Tri le valves used in some prior systems usuali) frame into a left and right valve chamber, the valve stem in one chamber being adapted to operate a slide valve which coperates with ports leading from 'the valve frame to' mal operation of the braking system, theressure in thevalve compartments is equal, elng at main reservolr pressure during normal operatlon. When anythlng goes wrong with the system,` the operation is such.' that the valve stem. is moved to readjust the position of the valve with respect to the Orts, and the auxiliary reservoirs come into p ay toy o 'erate the brake cylinders to stop the train. 4

' T e operation ofthe emergency air reservoirs depends upon the movement of the piston,

and it is, t piston be moved as rapidly as possible to cause such operation in order that the car may be quickly braked, if anything goes wrong. In these prior systems referred to, the system is provided with an auxiliary valve to be operated by the engineer to control'the emergency pipe line whereupon one' of the piston chambers is exhaust-ed and the n these systems, however, only'one outlet is provided for the exhaust air, and where the y have a piston which dividesthe valve' erefore, very important that thispistons are moved to this emergency position.'-

.the valve of my invention, ditucultyis entirely overcome, as two paths are provided for the escape of theexliaust air, and'natucPatented Mail 5;. 1908 rally the operation of the .valve of4 my con-l v g which this car, usually the motor car or trac- My' invention relates to -automatic air brake systems, particularly to an improved: triple valve therefor` and improved features tion car, is. absolutely controlled upon any mishaps t9 the main reservoir outfit or other parts of the system. ln prior systems this was 'not done with the result ythat the motor car was'- practically unprotected, depending for its stoppingupon the braking of the other cars coupled thereto.

These various features of my invention and also others can be best described by reference to the accompanying drawings in which Figure 1 is a side elevation of the triple v'alve of my invention, showing art ofthe brake.` cylinder to which `it may Ae 'directly fastened, .part of the vvalve being also in section to show some ofthe interiorparts and construction and particularly any auxiliary. inlet which forms a feature of my invention; Fig. 2 is an end view.,'showing the various yso".

port openings; Fig. 3 is a'diametrical sec?l tional view taken on line 3--'3'of Fig. 2; fFig.

4 isa full side viewof thev piston and valveA mechanism shown in Fig. 3;,Fig. 5 is a top view of this valve mechanism, and Fig. 6 diagrammatically as a plied to a train of cars.

T e valve frame isl substantially cylindiicalin form, consisting of the mainvor body -part' 1 and the cap 2 secured thereto-,by bolts 3 engaging the fiange 4' of the ybody part. 'cylindrical 'centr bore 5 which extends throughout'the greater part thereof, .and the illustrates a braking system 1 The body part has' the substantially .95

larger bore at the. left end. Between these bores is the shoulder -7vwhich' receives the flange' 8 of 'thebushingvQ' of brass or other suitable material which lines the bore- 5. The

bore 6 is -lined with the bushing-10, and within this bushing is disposedr the valve-` iston 11 which divides the valve frame intot eqeft diameter than the bushing 9 extends from the Vpiston through the chamber 13 and at its end' v'terminates' the guidingflange'l..

' vided with ears '41which register-"with ugs .and the body part to .render the; `valve The hub part 17 entends toward the left from the pistonand hasA a threaded end for en gagement by the to .form ja sp chamber'19 lcontainingthe. compression spring .20 Whose'one end rests'onA theadjustab'ly secured abutment 21thread--` ing througlitheflangejpart 16fand engaged l g cap 22.',Whil`e the other .end of1.

. the' spring-gen'gagesthe head 23 of the abut@ A ment post-24 which extends'.through the opening 25 in the Yca `18 'and normallyin en.v

l 'gagemmt with *he eed 26; which forms a .and 433. 'The bushing-9 about these slide `valves-is flatt en =,d to forma seatlforthe chamber 27 4Within tllevalvecap'2. f The spring is always underjcompression, and the.

arrangement shown tends to. hold the piston -tol the right; As shown-inFig. 4, thehub part 15 hasv thel siifac Y28 on which is supported a rectangular slide valve 29 having the valve ymc'ketf.v -Three ports 3 1, 32and no.

y33' are providedr 'in the valve body which communicate 'thro'mglipassageways" 34,- '.35 and 36.respectivelyI endlngat the'outer face 437 -of the valve, as best shown in Fig. 2.`v 40 lead through the Passageways .138,39 and -9 and register with the 'ports '31 32 slide-valve, which is lalways flexibly held 'thereageinst byv spring laction", as illustrated in 4 and 5,A the slide valve being 'rov. l12in eachof whichisformed apocket '43- for containing. sii-:compression s ring 44,.each

`andf'31'.v e lower end- 'ofzthe' port 31 is ex-v 'tended-adistance towardthe left', as shown,

sprmgv encircling-.af 'screw w ose vhead engagesth corres on ears and whose end threadsinto the' ugat the base of the pocket.

These springsI serve tohold the valve. iirmly ainst its seatjandtakenp all Wear. Yor-y mallythe valve ocket 30 connects together i the ports 32an" -33,-but when-thepiston. is

movedtotheleft to carryL with it the slide. valve, the 'oeket connect the ports 33 and.=by-pas`s opemng 46. connects this port chamberwiththel right chamber 13,. this bypass being of-comparatively-small diameter.

.A horizontal passageway@ also leads from theportfl'fandfopens at the left faceof the 'main reservoir 68 through the pipe 69.v The valvebody parti.V Anotherv horizontal pasthe passageway 47 with thechamber 27 and thus with the left istonchamber.v Another passageway 50 in t e ca communicates with the passageway 484 an withA the'leftpiston" chamber through the passageway 51,l A `Washer or# gasket 52 of leatheror other suitsoas not to interfere with communication' able matenalis interposed between thefcap tight, but is provided v.With suitable openings with the *various-pa,ssagewaysf Several'passageways 55a1'e provi the flange 16 on.

-the hub 15,A thus connecting the rightipiston` chamber with the exterior. cap 1 8. The .hub ishollow*4 l l .86, 48=and55 may beconnected with piping'. 'for communication with other apparatus.

Thevarions passagewaysor. o. tlets 34, 35,;

This be' accomplished" by securing-a head to; the 'valve which hasthreaded openings'yregistering with the valve openings and from which threaded openings ypipes may eX-y tend, but itis customaryin systems of this shown' in Figs. land 2. The brake cylinderv 57,., and the cylinder lheadwhich is reprekind to directly attachvthel triple val-ve tobrake cylinders, one Way of: doing this being is representedhere by 56 land the piston-by sented by 58 may be secured to the cylinder end in any Well' known manner. This cylinder head 58 is--cored' .out to provide various A passageways whose `outlets -rom tlie left -tljxeieofregisterwith the various outlets von.

the valve which may be secured to the head y in-any suitable mannena `gasket 59, how-v lever, intervening which has openings regislteringwith the various valve openings. The passageway: 60 passes directly throughthe ead in a position to connect the valve outlet 35 directly with the brake cylinder. The outlets 55 communicate rstwith the chamber 61in the head 58 and/then through outlet 62 to the edge of the head, the end of the outlet being threadedso that a pipe may be connected therein.' in' thesame Away passageways 63 communicate with lthe ports 31 'and 32, and passageway 63 communicates with passageway 48, and'these passageway/s lead to the outer edge of the head Where they are threaded for the reception' of piping.

In Fig. 6 is' shown diagrammatically the various apparatus 'and connecting piping comprising a system for a train of cars having one motor or traction car and two trailers. Running from one end of the train to -the 'other is a straightv air train pipe 64 and ai 'emergency pipe line 65 connected .together between the various cars by couplings 66 in any suitable manner. Onthe traction car is placedthe engineers valve represented-by 67 which connects with the straightair train pipe -64 and which communicates Withvthe emergencyline connects with the .discharge oratmos here pipe leading from the engi-` neers va ve, but a cock or valve 7'0 is inserted at the endof this pipe, as shown, and

lisnormallyjclosed'.p AA pump'or compressor -71 is connectedwith themain reservoir. A'Onthe 'motor car is provided the 4auxiliary reservoir 72a, a brake cylinder 73a,and an auxf-iliaryvalve 744. The trailers have the same the'rst trailer, the vauxiliary reservoir 1s represented 'by 72b, the brake cylinder by 73",

and the valve by 74h, while these parts on the second trailer are represented respectively by lsageway 63 and V72, 73e, and 74C. Therpipe 75 -leads from the main reservoir to the passageway 63 in the head 58 and thence to the passageway 48 of the valve.` The pipe 76a connects the auxiliary reservoir with the passageway 62 in the head 58 and from thence to the passageways leading into the right valve chamber. The pipe 77 connects the emergency pipe 65 with the` passageway 63 and thence it connects with/'the valve passageway 34 leading to the port chamber 31. The

Atrailer by the same reference characters with the subscript c The o eration of this system will be as follows':- ith the engineers valve in its normal position, the straight air train pipe will be lconnected with atmosphere at the engineers valve, and the pipe 69 from the main 'reservoir will be closed at the engineers valve. The rear ends of the train pipe and the emergency pipe will, of course, Abe closed, usually by the coupling member extending therefrom. The pump 71 being put in operation supplies compressed air to the main reservoir which passes through pipe 75 into passageway 63 and thence through valve passageways' 48, 50 and 51 into the left piston chamber, as shown in Fig. 1', this air passingl fromthis piston chamberrthrough passage- Ways 49 and 47 int-o port chamber 31, and from thence through passageway 34 and pasipe 77a -to the emergency line, and from t e emergency lineI the air passes into the various trailer auxiliary reservoirs. At the first trailer it passes through pipe 77b through passageway 34 of the valvel thereat into port chamber 31 ofy said valve and through passageways 47 and 49 to the left piston chamber. Atthe second trailer the 'compressed air passes fromthe emergency line through a similar course. At each of the valves, however, the right piston chamber communicates with the port chamber 31 through the by-pass 46 and, therefore,

l y the air will be under equal pressure in both yso piston chambers of each valve, thepiston, therefore, remaining stationary in its normal position to the right.v The right piston chamber and, therefore, the auxiliary reservoirfori eacl car is `normally disconnected vtronitheybrakecylinder'as the slide valve fsa reservoir inlet and the port chamber 32 and passageway 35 leading to the brake cylinder, as is clearly shown in Fig. 3. Should the mot-Orman desire to brake the train, he moves the engineers valve in the proper direction to connect the straight air train pipe with t-he pipe 69 and main reservoir whereupon` compressed air'will flow from the train pipe through the pipes 78a,"vb and c to the. corresponding valves, the air owing from these pi es through passageway 63 in the brake cy inder head and valve passageways 36 into the port chambers 33,and these port chambers being normally connected through the slide valves with theport chamber 32 which connect throu-gh'passageway 35 with the brake cylinders, the brakepistons are operated to set the brakes in the well known manner, and when the system is in proper working order, there will be no operation of Vthe valve pistons. lf, however, the brakes `fail to respond upon operation of the engineers valve, the motorman or engineer immediately actuates the valve 70 to open the emergencypipe line'which, as before eX- plained, connects directly with the left piston vchamber "through comparatively large passageways and with the right piston chamber through the restricted by-pass openings.

The leitpiston chambers being thus directly *connected with atmosphere are almost immediately reduced to atmospheric pressure, but the reduction of the pressure of the air in the right piston chambers is retarded on 'account of the restricted by-pass openings, the result being a snapping of the valve pistons to the left position, the slide valve being thereby carried to its left position, as shown in dotted lines of Fig. 3. Upon such movement of the pistonand valve, the iston closes the passageway 51 and, there ore, cuts oit' communication between the main reservoir and the left piston chamber, while the slide valves close the by-passes 46,thus cutting off coml munication between the rightpiston chambers and the port compartments 31'. The direction of the flow between the valves and auxiliary reservoirs is immediately reversed upondisconnection of the main reservoir,

4and the compressed air in said auxiliary reservoirs flows into the right piston chamber and holds the pistons in their left position. The slide valve also exposes the respective openings to the port chambers 32 which connect with the brake cylinders, and the come pressed air from the auxiliary cylinders will iiow directly into the brake cylinders and the brakes will be set and the train stopped, this happening on the motor car as well as on the trailers.

lt will be noticed that when the slide valve -is moved to the left with the piston frame,

the port chambers 31 will be connected through the valves with the port chambers 33 which connect with the straight airtrain are of the same diameter, the resistance will` 75, reservoir 68 and through the broken ipe -pipe which normally opens to atmosphere available for the exhaust outlet from the left the end trailersfthe result bein that the brake the train. Y

f nection between the main reservoir and the left piston chamber of the valve in the motor gency line and throu h the path just traced and, therefore, the left piston chamber may exhaust through two paths, one through the emergency line pipe and the other through the 'straight air train pipe.` This feature is novel and of very great im ortance.- In prior systems the emergency ine only was piston cylinders and considerable resistance 1s necessarily offered to the flow of airfrom valves might not respond Vquic y enough and braking delayed. Where`the straight air train pipe is olered as an outlet in addtion to the emergencypipe and these pipesbe very` much decreased, and consequently the end trailer cars willbe braked almost as rapidly as thehead end cars. The valves will remain in their left position until the auxiliary reservoirs become exhausted or until they are released upon manipulation of the engineers valve after the system has been repaired. To release the valves the engineers valve is turned to connect the train s pipe with the main reservoir Awhereupon compressed air will flow into the train pipe and through the various pipes 7 8%, b and c to the valves. The air passesv from these pipes into port chambers 33 which are now connected with the port chambers I31, this main reservoir air then finding its way to the left piston chamber, through the passageways 47 and 49, and as soon as the pressure in these left chambers together withy the pressure of the compression springs in the piston hubs becomes greater than the auxiliary pressure in the right piston chambers, the pistons are returned to their normal position. When the slide valves are thus returned to their normal positions, the port compartments 33 are again connected with the port chambers 32 and with the brake cylinders, and upon release of the engineers valve and return to its normal position, the whole system is again in operative condition. I shall now citea few errors, misha s or breaks which might occur in a system o .this kind and the manner in which my improved apparatus and arrangement meets these conditions and immediately becomes effective to Take first the case of a break in the conengineers valve, that is, in pipe 69. The

car would, of course, almost immediately exhaust through passageways 51, 50, 48, pipe 69, and as the port chamber 31 of .the va ves on all the cars are connected together through the erner ency lines, the left pistony chambers will ex aust throughl this emerthrough the valve an pipesat the-motorcar.

Immediately upon exhaustion of the main reservoir the pressure in Ithe auxiliar reservoirs becomes eective to throw a the pistons to the left to thereby move the slide valves to connect the brake 'cylinders with the auxiliary reservoirs, ,thereby causingl braking of the cars. As soon as the slidel valves Vmove to the'leit, the port chambers 31 alsov connect with the port chambers 33 connected with the straight air train ipe which connects with atmosphere, and t e motorv man also may o en the valve T0 whereby three outlet at sare olered for the exhausting air om the left piston chambers. Upon repairing the pipe 69, the main reserf,Y 80 voir pressure again ecomes eective to re- .store the pistons and thereby the system to the normal condition. It is inl a case like this just described where the im ortance of having an auxiliary reservoir4 a so for the motor car'is realized. If the straight air train ipe should break at any point, the cars coul not be braked in the ordinary manner, as upon mani ulation ofthe engineers valve the pressure om the main reservoir would pass to atmosphere instead of to the brake cylinders, and in this case the motorman againopens valve 70 Vwhereupon the Ipistons are thrown to the left,

as in the former case and the cars automatically braked.' In the same Way if the emergency line should become open to atmosphere, the valves willpoperate to cause brakingof the cars. In the same manner the cars will be braked upon the happening of any other defects, breaks onmisconne'ctions in the system. TheI function of Iclosing openin 51 by the piston when the valveis operated4 becomes apparent here. If the emergency lline is'broken or is opened to atmosphere and 105 the opening 51 were not closed, the main reservoir would exhaust itself through the pi e 75, passagewayslS, 50 and 51, through tiie left piston chamber, through the passageways 49 and 47 and port compartment-31, 110 through pipe 77a and emergency .pi e, and this 'pressure in the left piston c amber would, of course,` actin opposition to I'the auxiliary reservoir pressure and decrease the eicieney of operation of the'valve during 115 emergency. The main reservoir is, however, immediately disconnected from the motor car valve when the piston is moved to the left to close the opening of the passageway 51 connecting ,the passageway 5() with the left 1240:-

On the trailers the passageway 48 is4 blocked .1,25- and not in use, the auxiliary reservoirs con- 1 necting directly with the right piston chamber through passageways 55. '.If an auxiliary reservoir is not used in the motor car,

the passagewav 48 would also beblocked the main reservoir connected with the right piston chamber through the passageways 55.

A break might occur in the pipe 76a connecting the auxiliary reservoir on the .motor car with the valve, or the auxiliary reservoir .might break. The main reservoir would, therefore, be connected with atmosphere through pipe 75, passageways 48, 50 andl, left piston chamber, passageways 49 and 47 and port chamber 31, by-pass 46, right piston chamber, through passageways 55 and through pipe 76a to atmosphere at the break or leak. This path, however, includes the byass opening 46 which, however, is of suc 1 restricted diameter that the pump can maintain sufficient compression in the main reservoir in spite of the leak to supply thek auxiliary reservoirs to render the automatic braking system operative, and the engineer can brake the train by means of straight air in spite of the leak. This is a very important feature and is not found in prior sys-v tems.

lt will be seen that after operation of the automatic valves and braking system, re-

lea-se of the valves cannottake place until the trouble has been found and repaired and the system rendered entirely in tact. lfnless this is done, the valves cannot be returned to their normal position and the system will not operate. The engineer, however, can release the valves and brakes gradually if he desires, by proper manipulation of the engineers valve. A'l he engineers valve is first moved to co'lnnect the straight air train pipe with the mainfreservoir to cause release of the valves as already described, whereupon the engineers valve is moved to connect the train pipe with atmosphere, and by proper lapping of the engineers valve,- this opening of the train pipe to atmosphere. can be gaged and the exhaustion of air from the bra-kc cylinders and consequently the release of the brakes retarded as desired. This might be necessary when the car is automatically braked during descent of a hill, in which case .it would be undesirable to release the brakes suddenly, but by means of my arrangement the release of the brakes can be regulated.

These various features which l have shown as resulting from my improved arrangement and construction are very desirable and important in the automatic braking field. l do not wish to. be limited, however, to the exact arrangement and construction hereinshown, as changes can be readily made Without departing from'the scope of the invention.

The claims l desire to secure by Letters Patent are the following zl. ln an automatic -A=raking system, the

combination of a main reservoir, of a train pipe normally connected with atmosphere and adapted for connection with the reservoir, valve mechanism, a brake cylinder normally connected through the valve mechanism with the train pipe, an auxiliary reservoir connected with the valve mechanism, means for normally maintaining balance of pressure in the valve mechanism, a normally closed exl haust outlet from the valve mechanism adapted when opened to cause unbalancing of the' pressure and operation of the valve mechanism to disconnect the brake cylinder from the train pipe and to connect said brake cylinder with the auxiliary reservoir, movement of said valve mechanism also causing an additional exhaust outlet therefrom through the train pipe whereby more rapid unbalancing is accomplished and therefore quicker action of the valve mechanism to connect the brake cylinder with the auxiliary reservoir. y

2.. In an automatic braking system, the combination with a main reservoir supplied. with compressed air, of valve mechanism connected with the mainreservoir, an auxiliary reservoir connected with the vallve mechanism, a brake cylinder connected with the valve mechanism, a train pipe adapted for connection with the main reservoir and normally connected with the brake cylinder through the valve mechanism, a normally closed outlet from said valve, and means operable on opening of the normally closed outlet to cause operation of the valve mechanism to connect the brake cylinder with the auxiliary reservoir, operation of the valve mechanism providing an additional outlet therefrom through the train pipe.

3. ln a braking system of the class described, the combination of a main reservoir supplied with compressed air, a train pipe, an engineers valve normally connecting the train pipe with atmosphere and for connecting said pipe with the reservoir, valve mechanism, a brake cylinder normally connected with the train pipe through the valve mechanism to be directly actuated upon connection of the train pipe with the main reservoir and to exhaust upon connectionof the train pipe with atmosphere, a connection 11G between the valve mechanism and the main reservoir for normally maintaining balance of the valve mechanism, an auxiliary reservoir connected with the valve mechanism normally connected with the main reservoir to 115 be charged thereby, normally closed means for directly connecting the valve mechanism with atmosphere to cause unbalancing thereof, said valve mechanism upon said unbalancing being actuated to disconnect the brake cyl- 120 inder from the train pipe and to connect said-v brake cylinder with the auxiliary reservoir, movement of said valve also causing connection of said train lpipe'therewith to oiier an additional exhaust outlet from the `valve 125 mechanism whereby its unbalancing is more rapid and consequently the connectionofthe' brake cylinder with the. auxiliary reservoir more rapidly accomplished.

,4, lnan'automatic braking'system, theulc combination` of a main reservoir, a train pipe,

' automatic valve mechanism, abrake cylinder normally connectedw'with the train pipe through said valveN mechanism, an engineers valve for connecting said train pipe with atmosphere or with the mainreservoir vwhereby actuation of the brake-cylinder may beV directly caused, an auxiliary reservoir connected with the valve mechanism, a piston controlling the valve-mechanism, said main reservoir being normally connected` directly with both sides of the piston'and with theauxiliary reservoir to maintainb'alance of the valve and to charge the auxiliary reservoir, a manually controlled normally closed exhaust outlet from one side or the piston, opening ci' said exhaust outlet causing funbalancing of the pressure and movement of the piston. to cause the valve mechanism to disconnect the brake cylinder from the .train pipe and to connect said cylinder With'the auxiliary reservoir, 'mo-vement of said valve .mechanism causing said train pipe to offer an additional exhaust 'rpath from said.'u side .of the piston whereby more 'rapid operation of the valve v auxiliary reservoir connected with said valve, mechanism, a brake cylinder normally con,-l nected with the train pipe through said valve mechanism is assured. y

5..In an vautomatic braking system, the combination ofthe main reservoir,y a train pipe normally connected with atmosphere and' adapted forv connection ,with the main reservoir, automatic valve mechanism, an

mechanism, means-independent of the movement of the valvemechanism for causing unybalancing of the valve mechanism and consequent movement thereof, said valve mech- 'ansm u on .movement causing connection of said tram plpe to assist in the unbalancmg to thereby cause more` rapid movement of the valve mechanism, movement of said valve mechanism causing also the brake cylinderto be disconnected from the train pipe and connected With the auxiliary reservoir.

v 6. In a braking system, the combination with, a valve frame divided'into a left and right piston chamber by a piston frame, a

slide valve .in one chamber carried by the piston frame, valve ports associated with the slide valve, a brake cylinder connected with the valve frame andl with one oi' said ports, a main reservoir, an engineers valve controlling the connection of said main reservoir with a second port ofthe valve frame, said main reservoir being normally connected with both the left andright iston chambers whereby said piston frame 1s normally in positionfto hold the slide valve to connect the second and iirst ports together and thereby connect the main reservoir with the bralre cylinder upon operation of the engineers valve, an auxiliary reservoir connected with the valve frame, a normally closed exhaust outlet for the left piston chamber, opening oi said outlet sea/tee causing exhaustion of com ressed air from the left piston chamber Where y the piston frame' is Ymoved to carry the slide valve to a secondl position to thereby disconnect the main reservoir from the brake cylinder and to conneet the auxiliary reservoir with the' brake cylinder, and an additional exhaust outlet for the left piston chamber, opening upon movement of said valve to the second position., said additional exhaust outlet being controlled by the engineers valve.

7. ln a braking system, the combination of a main valve frame, a piston frame dividing the main irlame into a left and right pisr ton compartment, a slide valve carried by the piston frame, ports associated with the slide valve, a brake cylinder connected with one of said ports, a main reservoir supplied with compressed air, an engineers valve connect.-

ing a second port with the main reservoir or' with atmosphere, fsaid main reservoir `bein normally connected with both the left an right piston chambers .whereupon saidslide valve is held in position to connect the second port with the first port whereby upon operation of the engineers valve said v.brake cylinder willbe connected with the main reser- Voir, a third port connectedwith the left piston chamber, a normally closed exhaust outlet for the left piston chamber, an auxiliaryreservoir normally connected with the main reservoir to receive compressed air therefrom, said auxiliary reservoir being connected with the right iston chamber, opening of the lexhaust out et causingY exhaustlon of theleft piston chamber whereuplonL the` piston rame is moved to carry the s e valve to connect the third port with the second port, movement of said valve-also causing disconnection of the main reservoir from the" brake cylinder and connection of the auxiliary reservoirwith the brake cylinder.

8. ln an air braking system, the combination of a valve frame, a piston dividing the valve. frame into a left and right piston com- 1 partmfent, a slide valve'in one compartment carried by the piston frame, ports in the valve frame associated with the valve, a byi pass between the left and right (piston chamers, a brake cylinder connecte with one of compressed `air, an engineers valve for disconnecting said second port from atmos here and for causing connection thereof lwit the Imain reservoir, said main reservoir being the ports,the second of said ports being normally connected. with atmosphere, a thirdy vport being connected with the left piston chamber, a main reservoir supplied Withv rec with the right piston chamber v-to receive.

the greater pressure in the right piston cham-.f

ber, movement of the piston frame causing the slide valve connected thereby to connect the second port with the third port and to close the by-pa-ss,connection of the second and thirdports offering an additional exhaust outlet from the left. iston chamber to atmosphere and closure o the by-pass preventing escape of the compressed. air from the auxiliary reservoir, movement -of the slide valve also causing disconnection of the second port from the first port and connection of the right piston chamber with the irst port whereby the auxiliary reservoir is connected with the brake cylinder.

9. In an automatic braking system, the combination of a main controlling valve, a

piston controlling the position of said valve,

a main reservoir, an engineers valve, a brake Acylinder connected with the valve. means for 1 normally mamtammg the mam reservolr pressure at both sides of the piston during which t-ime the valve is held so that the brake cylinder may be connected with the main reservoir upon operation of the engineers valve, a normally closed exhaust outlet adapted" when opened to exhaust the compressed air from one side of the piston whereupon the. slide valve is moved to preventconnection of the brake cylinder with the main reservoir, an auxiliary reservoir connected with the valve to normally receive the compressed air from the main reservoir, movement of said valve, however,

causing connection of said auxiliary reservoir with t-hebrake cylinder, and an additional outlet controlled by the engineers valve for assisting in releasing the comressed air from the end ofthe iston wherey the exhaustion of air from t ie side ofv the 'pist-on is accelerated.

10. In a triple valve for use in automatic brakingr systems, the combination with a valve trame, a pist-on dividing said frame into a left and rightpiston chamber, a slide valve in the right chamber carried on the piston frame, a i'irst port passageway, a second port passageway, a t-hird port passageway connected with the leftpiston chamber. a bypass between the third pprt passageway .andthe right piston cham "er, said piston Frame being .normally liell tOwaId the Tight in which position thev first and second port passageways' are connected together by the valve so that the left and right piston chambers are connected together, movement of -`a valve seat havingfports leadingthereirom the i piston lframe to `,the .lett nievement--ot t-he valveto connect the'lsecond and .third port passageways and 'to ,close'zthe'by-.-

pass. y. -v t y, A y,

11. In a triple valve for use 'manauto- 70 matic braking-system, the combination, .of a

valve body, a pistonadapted toreciprocate and driving said body into a left andy right `piston chamber,a slide valve lin ,thelfr ght` pist-onchamber carried by the pistonframe,

to the outside ofthe. valve frame,vv nieanfsvfor holding the istonl'frame in a normlposition, said sli' e valvel during the normal positionfof the piston frame being held, thereby 80 to establish a connection between the first and second ports and to disconnect the right -piston chamber from the first port, a third port beingconnected withl the left piston, chamber, a normally open by-pass bet-Ween the iston chambers, movement of said piston ame-from its normal osition causing the valve to be carriedv t-o c ose the by-pass and to connect the right piston chamber with the first port and also to connect the second and third ports together. i 12. In a triple valve for use'in automatic,l braking systems, the combination of a valve body,l a piston dividing the body into a left and right piston chamber, a slide valve in the right compartment carried by the lpiston frame, a vvalve seat for the valve and orts extending therefrom to the exterior o the valve frame, adjustable 'spring `nieans for normally holding the pist on in a normal position, said valve during said normal position connecting together the 'first and second ports and closing the third ort, saidvalve during its normal position a so closing com'- /munication between the rightpiston chamber and the ports, a restrict-ed by-pass normally connecting together the piston chambers, said left ist-on chamber .being normally" connectec with the exterior of the `valve frame, movement of said piston to its abnormal position causing movement of the slide valve to disconnect the second port from the firstl ort and to connect second port with the t iird port, movement of said valve also causing connection between the right piston chamber and the iirst port and closureof the by-pass, and means for disconnecting the left piston chamber froml the exterior of the valve frame upon movement of the iston frame to its abnormal osition.

13. n a triple valve for use in bra ing systems comprising a valve frame, afpiston frame dividing the valve frame into a left and right compartment, a slide valve inthe right compartment carried by the piston 125 frame and associated with suitable port outlets, assageways connecting the left piston cham er with the exterior of thevalve frame through one of said ports, additional passageways normallyconnecting the left piston chamber with the exterior of the valve frame,

movement of the piston frame and valve carried thereby causing an additional connection of the left piston chamber with the exterior of lthe valve frame by Wayof the slide valve, movement ofy the iston frame also cau'sin closure of the a ditional assage- Way W ich normally connectedl the eft pisytonchamber with the exterior of the valve lframe.

14. In an automatic braking system, the combination of a main reservoir, automatic valve mechanism, an auxiliary reservoir connected with the valve mechanism, a brake cylinder connected With the valve mechanism',v an engineers valve controlling the connection of the main reservoir With the valve *unbalancing to thereby cause more rapid movement of the valve mechanism., said brake cylinder being connected with the auxiliary reservoir upon movement of the valvemechanism.

, In Witness whereof, I hereunto subscribe my name this 9th day of October A. D. i905. 30

BERT AIR/MAN. Witnesses:

CHARLES J. Sor'IMmT, ARTHUR H. BOETTCHER. 

